Pedally-controlled power-operated clutch



Feb. 10, 1953 RANDQL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 1 III-Tom in Feb. 10, 1953 G. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 2 Feb. 10, 1953 G. T. RANDOL 2,627,953

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PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 4 r77 Toe/WE V Feb. 10, 1953 G. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 5 @az. &9

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Feb. 10,1953

G. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH 15 Sheets-Sheet 7 Original Filed Decj 10, 1941 Wax/W 9 6 ATTORNEY.

Feb. 10, 1953 e. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 8 wJ/W 4770 m/EH Feb. 10, 1953 RANDQL 2,627,953

PEDALLY-CONTROLLED POWEROPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 9 98 9 A 6 a0 I29 /20 Z@ 26 M/E/v Toe. l 92 Gin/N r m/00g Feb. 10, 1953 G. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet l0 flrTaRA/i K Feb. 10, 1953 G. T. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet ll F 1953 G. T. RANDOL 2,627,953

PEDALLY- CONTROLLED POWER OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 12 1x32 @5 6. t I r" i Z)? I III" 1 1/11 III/(A14 Feb. 10, 1953 e. 'r. RANDOL 2,627,953

PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet 13 Feb. 10, 1953 G. T. RANDOL PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec 15 Sheets-Sheet 14 G. T. RANDOL Feb. 10, 1953 PEDALLY-CONTROLLED POWER-OPERATED CLUTCH Original Filed Dec. 10, 1941 15 Sheets-Sheet l5 1 1 L, K M m MM w w r M P 6 :Q; 4!... M m 0 ml QJi-n w H M 4 M W 6 Patented Feb. 10, 1953 PEDALLY- CONTROLLED POWER-OPERATED CLUTCH Glenn '1. Randal, Detroit, Mich.

Original application December 10, 1941, Serial No. 422,332, now Reissue Patent No. 23,562, dated October 7, 1952. Divided and this application October 8, 1945, Serial No. 621,086

37 Claims.

This invention relates to power-operated clutches, and more particularly to power-controlled clutches for automotive vehicles wherein the conventional personally operated clutch pedal is retained for selective use in a novel manner to either control power-disengagement of the clutch or to directly operate the clutch, independently of, or to assist the power.

This application is a division of my original copending application filed December 10, 1941, under Serial No. 422,332, now matured as Patent Re. 23,562, dated October '7, 1952, for Automotive Power Drive Control system and Mechanism.

One of the objects of the present invention is to provide a power-operated clutch having an operator-operated movable member actuatable after an initial free travel to disengage the clutch,

and operable during its free travel to control power clutch disengagement.

Another object is to provide a clutch mechanism having control means personally operable consecutively through an initial range of free travel and a further range of effective travel to actuate the clutch mechanism through the medium of a booster servomotor and a mechanical linkage, respectively.

An additional object of the invention is to pro- ;vide improved control means for a friction clutch,

particularly a clutch which is associated with an automotive vehicle engine and a change-speed transmission and employable to disconnect said to facili- .or by power-actuated means, and wherein the usual clutch pedal may, if so desired, be actuated to supplement the power-actuated means in disengaging the clutch.

, The invention seeks, as still a further object, to provide a power-operated clutch disengaging mechanism wherein a mere tapping or a slight movement of a conventionally operated clutch pedal in its free range of travel will serve to disengage and hold disengaged the clutch of a motor vehicle, thereby reducing the efiort for foot manipulation on the part of the driver to a minimum without sacrificing the Well known pedal controlling operations.

Another object of the invention is to provide improved means for controlling the disengaging ing direction.

Yet another object is to provide improved means whereby a friction clutch can be disengaged by moving the accelerator mechanism to a position substantially at its normal full throttle open position.

Still another object is to provide improved fluid pressure servomotor means for operating a friction clutch, together with a control means for the motor which will cause the motor to bring about a proper and smooth clutch reengagement, the control means including means for locking fluid in the motor and controllably releasing the locked fluid at a variable rate.

Yet a further object is to provide a control mechanism for a clutch having a movable engaging and disengaging member and power-operated means energized by a source of power for actuating the member, the mechanism including means for varying the rate of re-engaging movementof the movable member by yieldably looking the power-operated means in operatively connected position relative to the source of power.

Yet a further object is to provide improved control means for a servomotor actuated friction clutch control including valves therefor which are caused to be operated by electrical means including circuits energized and de-energized by switches controllable by predetermined conditions of associated mechanism.

It is still another important object of this invention to provide an improved means for controlling the operation of a fluid booster servomotor operatively connected to a clutch movable .member, the means being energized during free travel of the movable member to close an electrical circuit.

A further object is to provide improved poweroperated means for controlling a clutch in accordance with certain settings of a personally operated control lever for a change-speed transmission.

A still further object is to provide improved means for so controlling a servo-operated friction clutch by an operator-operatable changespeed transmission control member, that the clutch can be engaged and disengaged at will by a movement of the member when a gear ratio drive is established, and without disturbing the established drive condition of the transmission.

Still another object is provided in a poweroperated means for a friction clutch, improved operator controlled means for controllably causing the power-operated means to disengage the clutch when the operator means is moved from one position to another position, and to disable the power-operated means to accommodate automatic re-engagement of the clutch when the operator means is moved back to the one position.

Yet another object is to provide in a friction clutch controlling means, an improved linkage connecting system between the movable clutch element and the actuating member therefor which will produce better and smoother clutch control, particularly smoother clutch engagement.

A still further object is to so construct a leverconnecting system between a movable clutch element of a friction clutch and an actuating member therefor that a high leverage ratio will be present during clutch disengagement, and a low leverage ratio for the clutch return spring to act through will be present during clutch reengagement, which low ratio will vary proportionately as the clutch assumes full re-engagement.

Other objects of my invention will become apparent from the following description taken in connection with the accompanying drawings, in which:

Figure l is a side view of a portion of a motor vehicle showing the engine, the change-speed transmission and the friction clutch operating pedal combined with certain structure to form a clutch control mechanism embodying my invention, the parts being in their normally inoperative positions wherein the clutch is fully engaged and the change-speed transmission is in neutral condition Figure 2 is a view taken as indicated by the line 2-2 of Figure 1;

Figure 3 is a view taken as indicated by the line 33 of Figure 1;

Figure 4 is an enlarged view of the parts associated with the clutch pedal and mounted on the exterior of the transmission closure plate,

'said parts being shown in the neutral position intermediate and high speeds, the clutch pedal being in a disengaged position and the speed element in its neutral position;

Figure 8 is a partial view of the parts on the inside of the closure plate showing their positions corresponding to the positions of the parts shown in Figure 7;

Figure 9 is a view similar to Figure '7 but showing the parts in the positions assumed when the second speed ratio has been made operative but prior to re-engagement of the clutch;

Figure 10 is a View of the parts on the inside of tne closure plate showing their positions corresponomg to the positions of the parts shown in rigure 9;

Figure 11 is another view of the parts on the exterior of the transmission showing the positions assumed when high speed ratio (directdrive) is maoe operative but prior to the re-engagement of the clutch;

Figure 12 is a view or the parts on the inside of tne closure plate showing said parts in their positions corresponding to the positions of the parts shown in Figure 11;

Figure 13 is a sectional view taken on the line l3l3 of Figure 4;

Figure 14 is a sectional view taken on the line i l-44 of Figure 4;

Figure 15 is a sectional view taken on the line iii-15 of Figure 4;

Figure 16 is a view taken on the line Iii-l6 of Figure 4;

Figure 17 is a sectional view taken on the line i'il"i of Figure 4;

Figure 18 is a sectional view taken on the line i8i8 of Figure 1'7;

Figure 19 is an enlarged partial sectional view of the master conditioning control valve and associated restricting valve controlled by the accelerator mechanism, the parts having the positions assumed when the throttle is fully closed;

Figure 2c is a view similar to Figure 19 but showing the parts in the positions they assume when the accelerator pedal is fully depressed;

Figure 21 is a view similar to Figure 20 but showing the parts when the accelerator pedal is initially released from a fully depressed position;

Figure 22 is a view similar to Figure 21 but showing the parts when the accelerator pedal is partially depressed;

Figure 23 is a sectional view through the master conditioning control valve, said view being taken on the line 23-23 of Figure 20;

Figure 24 is a sectional view taken on the line 2d24 of Figure 23;

Figure 25 is a sectional view taken on the line 2525 of Figure 4;

Figure 26 is a sectional view of the limit switch mounted on the transmission cover and showing the switch in closed position as assumed when the transmission is in either neutral or high speed ratio drive;

Figure 27 is a view similar to Figure 26 but showing the switch open, which condition exists when the gearing is in second speed ratio drive;

Figure 28 is a view taken on the line 28-48 of Figure 26;

Figure 29 is a sectional view taken on the line 2929 of Figure 2'7;

Figure 30 is a view of the clutch pedal controlled switch in open condition;

Figure 31 is a view of the clutch pedal controlled switch operated to closed condition;

Figure 32 is a view taken on the line 3232 of Figure 4;

Figure 33 is an exploded view of the interlocking arm and associated lever and arms mounted on the inside of the closure plate;

Figure 34 is an exploded view of certain parts mounted on the exterior portion of the shaft for controlling the second and high speed shifting fork and rate of clutch engagement.

Figure 34A is a perspective view of other parts employed in neutralizing'and controlling the alternate moving of the second and high speed shifting fork;

Figure is a view of the carburetor and associated parts including the solenoid controlled valve for connecting the power cylinder with the inlet passage of the carburetor, the accelerator pedal controlled butterfly valve being in closed position;

' Figure 36 is a view similar to Figure 35 but showing the parts in the positions assumed when the accelerator pedal is depressed;

Figure 37 is a view taken on the line 373'i .of Figure 35; I a Figure 38 is a view similar to Figure 35 but showing the carburetor butterfly valve in fully open position corresponding to the depression of the accelerator pedal beyond its engine controlling range;

Figure 39 is a view, partly in section, showing the position of the accelerator pedal selector switch when the accelerator is fully depressed;

Figure 40 is a view similar to Figure 39 but showing the movable element of the switch moved upwardly, the position assumed when the engine ill-4| of Figure 40;

Figure 42 is an end view of the solenoid-controlled valve;

Figure 43 is a perspective View of the piston and the switch element carried thereby which forms a part of the accelerator pedal selector switch;

Figure 44 is a perspective view of one of the stationary contacts of the accelerator pedal selector switch;

Figure 45 is a schematic view of the clutch and transmission control mechanism illustrated in Figure 1 but operated to establish second speed drive and including the electrical control circuits therefor, said circuits being depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof;

Figure 46 is a schematic view of a portion of the control structure illustrated in Figure 1, showing in particular the solenoid-controlled valve and the secondary butterfly valve associated with the carburetor, and including the electrical control circuits therefor depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof; Figure 47 is a schematic view similar to Figure 45 showing the control mechanism operated to establish high speed drive, and disengage the friction clutch;

Figure 48 is a schematic view similar to Figure 45 showing the control mechanism operated to establish second speed drive as a result of the full depressing movement of the accelerator pedal, said clutch being in disengaged condition;

Figure 49 is another schematic view of the control structure illustrated in Figure 1 including the electrical control circuits therefor, said circuits being depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof;

Figure 50 is a side view of a portion of the transmission showing a modified construction wherein the selection of the speed ratio is accomplished directly by the accelerator mechanism, the positions of the parts corresponding to a released conditionof the acceleratormecha-.

celerator mechanism.

'a reverse gear 2|.

nism with the hand lever set'ln HF-position;- Figure 51 is an enlarged view of some of the structure shown in Figure 50, the parts being shown in section and their positions corresponding to neutral condition of the gearing; Figure 52 is a sectional view taken on the line 52-52 of Figure 51; I Figure 53 is a sectional view taken on the line 53-53 of Figure 51;

Figure 54 is a view similar to Figure 51 but showing a complete section, the positions of the parts corresponding to a fully depressed condition of the accelerator mechanism;

Figure 55 is a view of the rotatable element of the master conditioning control valve; and Figure 56 is a perspective view of the selector member which is operated directly by the ac- Transmission and clutch mechanism (Figures 1 to 49, inclusive) Referring to Figure 1, numeral I indicates an internal-combustion engine for a motor vehicle which is provided with the usual carburetor 2. The crankshaft 3 of the engine (see Figures 45, 4'7, 48 and 49) is connected through a friction clutch 4 to the driving shaft 5 of a change speed gearing 6 illustrated as an example only, and which forms no part of the present invention except that portion of the control system and mechanism thereof utilized in the control of the aforementioned clutch. The driven shaft 1 of this gearing is in turn connected to a propeller shaft 8 for driving the wheels of the vehicle in a well known manner. The friction clutch 4 comprises an element 9 fixed to the end of the crankshaft and a cooperative element It! slidably mounted on the gearing within the housing I5 is of conventional construction and comprises a drivinggear' l5 secured to the end of the driving shaft 5 projecting into the housing. This gear l5 is in constant mesh with the gear I! on the countershaft is which also has integral therewith a second speed gear IS, a low speed gear 20, and The driven shaft 1 of the gearing is axially aligned with the driving shaft and has its forward end journaled therein. The rear portion of the driven shaft has spline'd thereon a slidable gear 22 which is adapted to mesh with gear 2!) to provide low speed drive and also with the idler gear 23 (constantly in mesh with gear 2|) to provide reverse speed drive.

driving shaft 5 directly to the driven shaft to thus obtain second (intermediate) speed drive and high speed drive, respectively. '..The clutch element and the. manner in which it is capable of performing its function is well known in the art and need not be specifically described. It might be mentioned, however, that the cooperating clutch teeth on said element and the gears have associated therewith synchronizing means for enabling the clutch teeth to be smoothly engaged.

The change-speed gearing housing l5 has an opening on one side which is closed by a closure plate 23. On the rear end of this plate there is journaled a shaft 21 (Figure 14) which has secured to its inner end an upstanding arm 28 and, journaled in the upper end of this arm is a. shifting fork 29 for cooperation with the gear 22 whereby this gear may be shifted forwardly and rearwardly from its neutral position, shown in Figure 13, in order to obtain. low and reverse gear drives. The outer end of the shaft 2! has secured thereto an arm 33 whereby the shaft may be rotated from the exterior of the closure plate in a manner to. be later described.

Also journaled in the closure plate at a point forwardly of shaft 21 is a second shaft 3| which has secured on its inner end an upstanding arm them being moved from a neutral position to an operative position when the other is in an operative position, there is mounted on the lower side of the closure plate, an arm 34 pivoted on a shaft and extending upwardly be- .tween the arms 28 and 32 (see Figures 13, 14

and 1-5). This arm 34 is provided with a bore .33 carrying in its ends balls 31 and 33 pressed outwardly by an interposed spring 39. Ball 31 is adapted to cooperate with recesses 43 in the hub of arm 32 to yieldably hold shifter fork 33 in its various positions and the ball 38 is adapted to cooperate with recesses 41 in the hub of arm 28 to yieldably hold shifter fork 29 in its various positions. The halls also have interposed between them a pin 42 which limits their movement toward each other. With this interlocking structure, which is of known construction, when the shifting fork 29 is moved to cause gear 22 tomesh with either of the gears 23 or 23, arm 32 will be prevented from being rotated to move shifting fork 33 from its central position due to the contoured edge of the hub of arm 28 holding the end of the wall of bore 33 seated against two flat surfaces adjacent the central (neutral) recess 40. When the shifting fork 33 is moved in either direction to cause the double clutch element 25 to be in an operative position, the shifting fork 29 will be prevented from moving by the contoured edge of the hub of arm 32 acting on arm 34 to cause the end of the wall of bore 33 to firmly seat against the two flatsurfaces adjacent the central (neutral) recess 4|.

In addition to the shafts 2'1 and 3! carried by the closure plate, there are two other shafts 43 and 44 positioned below the shaft SI and on opposite sides thereof. On the inner end of shaft 44 (see Figures 5, l0 and 12) there is freely mounted a neutralizing lever 45 which extends upward- 15 to one. side of arm32 on shaft 3|. The inner end of shaft 43 has secured thereto a companion neutralizing lever 43 which extends'upwardly on the opposite side of arm 32. Lever 43 is shown in perspective in Figure 33. The lever 43 carries an extension 41 which overlies a similar extension 48 on lever 45. Thus, if lever 43 should be moved inwardly from its extreme outer position as shown in Figure 12, lever 45 will not be moved simultaneously inwardly until the gap between t'he extensions 41 and 48 is closed for purposes to become apparent. However, if lever 43 is moved outwardly from its extreme inner position, lever 45 will not be moved simultaneously therewith.

On the inner end of shaft 44 beyond lever 45 there is pinned thereto a member 49 having a projecting cam portion 50 (see Figure 34A). This member is also provided with an extension 51 for cooperation with a stop 52 on the cover plate where it is normally biased by a spring 53 having one end connected to the member and the other to a pin 54 carried by the backing plate. The cam portion 53 in its normal position is adapted to lie in the path of a cooperating cam portion 55 on the lower side of the hub of arm 32 when said arm is moved to cause the second speed ratio to be operated. Figure 10 shows the cam portion 55 in engagement with the cam portion 53. Under these conditions it is seen that the member 43 is rotated against the bias of spring 53, thus rotating shaft 44. Shaft 44 on its end exterior of the cover plate has secured thereto an arm 53 provided with teeth 57, the

purpose of which will become apparent.

The outer end of shaft 43 to which lever 43 is secured has pinned thereto an arm 53 in order that this shaft may be manually operated in a manner to be described to thus cause the lever 43 to be moved away from the shifting fork arm 32 or toward said arm. When lever 43 is moved away from the shifting fork arm, as shown in Figures 10 and 12, lever 45 will not be moved. However, as previously mentioned, if lever 43 is moved toward the shifting fork arm to a position engaging it, then lever 45 will also be moved simultaneously toward the shifting fork arm. If the shifting fork arm should be in an operative position, that is, either second or high speed operative position, then it will be moved inwardly by one of these arms to its neutral position, as shown in Figure 13. Thus there i provided means for neutralizing the gearing if the gearing is. in second or high speed since, as will be described later, shaft 43 is manually-operated through arm 58.

Above shaft 43 there is journaled in the cover plate still another shaft 59 which projects only into the interior of the gearing housing. This shaft has freely journaled thereon an arm 60 which extends upwardly along side lever 43 and carries a pin 31 which projects through a slot 32 in said lever 43. Thus it is seen that lever 43 and arm 33 have their free ends movable in unison but said elements rotate about different axes. The arm 33 also carries a second pin 33 (see Figure 33) which projects into an open ended slot 34 in the end of a short arm 35 secured to a pin 33, said pin being carried by a rotatable valve element 31 (see Figures 23 and 25) mounted in a bore 38 of a valve casing 39 secured to the exterior of the closure plate adjacent the top side. The valve comprising the valve element 3'! and the casing 69 constitute parts of the main control conditioning valve for the power operated 9, shifting means to be described later, this control conditioning valve being generally designated by the letter M.

Referring again to Figure 33, the previously mentioned arm 69 has it hub portion provided with a recess 19 and on the body of the arm above this recess is a shoulder 1|. The recess 19 is adapted to receive a pin 12 carried by arm 34 of the described interlocking structure. Thus, if the interlock member 34 should be moved forwardly, as viewed from the inside of the closure plate (Figures and 12), pin 12 can engage in the recess and prevent arm 69 from being moved. This forms a lock for the valve element 61. When pin 12 is out of recess 19 so as to accommodate movement of arm 69, shoulder 1| will engage the pin and limit the movement of said arm. The lever 46 is also provided with a recess 13 for receiving pin 12 so that said lever can have suficient movement to move arm 69. A pin 14 is carried by lever 46 to which an over-center spring 15 is connected, said over-center spring assisting to hold lever 46 in its outward position when once placed in said position and assisting in moving the lever inwardly once the lever has been initially moved.

Vacuum-motor control valve The master control conditioning valve M, previously referred to, is shown in detail in Figures 19 to 25. The cylindrical valve element 61 is provided with a cross passage 16 and parallel surface slots 11 and 16 on opposite sides thereof. Thecasing 69 is formed with aligned assages 19 and 89 of which the cross passage 16 of the valve element can align to place these passages in communication with each other. Pass-age 19 is connected by a flexible conduit 8! to the source of suction which in this instance will be the intake of the engine. The other passage 89 is connected to a flexible conduit 82 which communicates with the rear end of a vacuum-operated servomotor 83. The valve casing is also provided with a third passage 84 which enters the bore in the valve casing at an angle to passage 19. This passage 84 is connected by a conduit 85 to the forward end of the servomotor 83. The passage 84 is adapted to be controlled by a small restricting valve element 86 which is normally biased by a spring 81 to such a position that passage 84 will be fully open. If this restricting valve element 86 is moved inwardly, passage 34 will be restricted. The means for controlling the restricting valve element will be described later. The valve casing also has two atmospheric pas- .sages 88 and 89, one leading from the top of the bore and the other leading from the lower side of the bore. These passages have associated therewith air filters 99 and 9|. A detent 9| cooperates with the recesses in the valve'element 61 to hold it in its two positions.

In the valve structure described it is seen that when the valve element 61 is in a position to connect passages 19 and 89, the rear end of the servomotor 83 will be placed in communication with the source of suction. The forward end of the suction motor will be in communication with the atmosphere by way of conduit 85, passage 84, valve element slot 18 and atmospheric passage 89. This position of the valve is shown in Figure 29. The valve element 61 should be turned to the position shown in Figure 19, then it is seen that the forward end of the servomotor 83 will beconnected to the conduit leading to Wr n l0 the source of suction and the rear end of the motor connected to atmosphere through passage 88. Suction, however, is not available at the forward end of the motor for reasons which will become apparent.

Manual and power hook-up to transmission and clutch The servo-mechanism 83 comprises a cylinder 92 in which is slidable a piston 93 having a piston rod 94 extending from the forward closed end of the cylinder. The rear end of the cylinder is pivotally mounted on a bracket 95 secured to the end of the gearing housing. The piston rod 94 is enclosed by a dust excluding boot 96 and has its outer end pivotally connected to an arm 91 which is rotatably mounted on the outer end of the clutch shaft I3 extending out of the clutch housing I4. Adjacent the hub of arm 91 is piv otally connected a link 98 which extends upwardly and is slidably received in a slot 99 of a shaft I99 positioned parallel to the clutch shaft I 3 and carried by a sleeve I9I secured to the clutch housing (see Figure 1'7). The inner end of shaft I99 has pinned thereon a collar I 92 from which projects a pin I93 positioned 01f center with respect to the axis of shaft I99. This pm, as shown in Figures 17 and 18, is adapted to en gage with the rear side of the upper end of one of the arms of shifting fork I2. Thus it is seen from this structure that if the piston in the power cylinder is moved rearwardly from the forward end, arm 91 will be rotated in a counterclockwise direction as viewed from the left side of the vehicle, thereby rotating shaft I99 in a clockwise direction and moving link 98 from the position shown in Figure 6 to the position shown in Figure 7. The rotation of shaft I90, although being through only a small angle, will result in pin I93 moving shifting fork I2 to thereby disengage the clutch 4 by moving the slidable element I9 thereof relatively to element 9.

On the outer end of the clutch shaft I3 is loosely mounted the operator-operated clutch pedal I94 which has a downwardly extending arm I95. The hub of this clutch pedal is provided with a shoulder I96 (see Figure 17) which is adapted to cooperate with a lug I91 carried by a collar I 9-8 pinned to the clutch shaft l3 and interposed between the clutch pedal and the hub of arm 91. When the clutch is engaged and the clutch pedal is in its fully released position, shoulder I96 of the clutch pedal is spaced a slight distance from lug I91 on the collar as shown by dotted lines in Figure 4. This spacing of shoulder I96 with respect to lug I91 enables the clutch pedal to have a slight free (lost-motion) forward movement before shoulder I 96 and lug I91 engage to cause rotation of the clutch shaft. Whenever it is desired to disengage the clutch, it can be done by merely depressing'the clutch pedal and when shoulder I96 engages lug I91, the clutch shaft I3 will be rotated to move the fork I2 so that the clutch will be disengaged. The clutch pedal is held in its clutch engaged position by a spring I99 connected between the downwardly extending arm I95 and a pin II9 on the exterior of the clutch housing.

The outer end of shaft 3| which is employed -to move the shifting fork 33, is provided with a squared portion II I whereby the double arm lever [I2 (shown in perspective in Figure 34 together with other related elements) is secured thereto. The upper arm II3 of this lever is provided with a recess H4 and the lower arm -Il5 is provided with'a recess H6. Positioned on 

